of stuttgart



-O :t. 25,v 1932; E. KLAIBER BATTERY IGNITION DEVICE Filed Feb. 17. 1932 Patented .Oct. 25, 1932 UNITED STATES PATENT OFFICE:

ERICK KIlAIBER, OI STUTTGART, GERMANY, ASSIGNOR TO ROBERT BOSCH IAKTIHGESHJIISCHAFT, OF STUTTGART, GERMANY BATTERY IGNITION DEVICE Application filed February 17, 1982, Serial 1Tb. 593569, and in Germany February 25, 1931;

The present invention relates to battery ignition devices, more particularly for motor vehicles, which consist of a battery fed from a dynamo through an automatic switch, an

ignition coil with the usual series resistance and an ignition switch.

With battery ignition devices of this type it is known to short-circuit the series resistance by a relay dependent upon the voltage of the dynamo and to directly connect the ignition coil to the dynamo instead of to the battery by a handthrow over switch in order to permit a start with the dynamo alone when the battery is damaged or faulty.

This'device' however, has the disadvantage that when at rest the series resistance is positi-vely short-.circuited and accordingly the coil is in connection with the battery with out a series resistanceif the operator allows 2 the throw over switch to remain connected to the battery. If the driver does not detect the error soon enough, the coil is damaged.

It has also been proposed to replace the throw over switch by a switch which automatically returns into the position of rest. This device however has the disadvantage that attention must be given tothe switch while attempting to start.

According to the present invention these".

3 disadvantages are eliminated in that the ignition' coil may be directly connected to the dynamo without a series resistance through a time lag switch automatically returning into its position of rest. The invention is more particularly described with reference to the accompanying drawing in which Figure 1 is a diagram of connections, and Figure 2 diagrammatically illustrates a relay mechanism for the time lag switch.

One pole of a dynamo 1 is connected to earth whilst the other poleis connected to the like pole of a battery 3 through an automatic switch 2. The other pole of the battery is connected to earth. lead passes from the battery through an ignition switch 4 to the resistance 5 which is switched on in series to the primary coil 6 of an ignition coil 7. The coil 6 on one side is connected to earth through a make and break device 8 driven by the engine. The secondary coil 9 is connected on one side to the end of the primary coil connected to theoresistance 5 and on the other side is connected to a distributor 10 which distributes the i 'tion current to the sparking-plugs 11. lead branches from between the series resistance 5 and the primary coil 6 and passes through .a time lag switch 13 to the pole 013 the dynamo 1, which pole is in connection with the w automatic switch 2.

The time-switch consists essentially of a contact-arm 14, which is mounted on a shaft 15, and can be rotated by a switch handle 23. The contactarm slides on a contact path, which is formed by the blocks 17, 18. The block 1{ is a dummy one, and is separated by an insulating insertion 19 from the other block-l8.

The axis 15 of the contact-arm 14 is connected with the insulated brush of the dynamo 1, the block 18 with the connection point of the high and low tension coil to the ignition coil 6 without-the intermediary of the series resistance 5. The arm 14 is pulled back by a'spring 20 into the initial position on the block 17 whilst the backward movement is restrained by a train of "toothed wheels 21 and a wind-vane 22.

The advantage of the time-switch lies in that during the troublesome starting without a battery the attention of the-driver has no longer to be directed to the electric switching operation. The time-switch can be so adjusted that a suflicient time remains for the pushing forward of the cycle and-yet the full voltage of the machine does not come on the coil for an inadmissible length of time without the series resistance:

I declare that what I claim is:

1. An ignition system for motor vehicles comprising a battery, an automatic switch, a dynamo feeding said battery through said automatic'switch,.an ignition coil, a resistb ance in series between said battery and said coil, a make and break device, at least one spark gap, a broken connection between said dynamo and said ignition coil, and a time lag switch adapted to complete said broken 10o connection-for a definite time after operation of said switch.

2. An ignition system for motor vehicles comprising a battery, an automatic switch,

matically returning into the open position adapted to complete said broken connection and means to delay the return of said switch f for a predetermined interval of time after operatlon.

3. An ignition system for motor vehicles comprising a battery, an automatic switch,

a dynamo feeding said'battery through said automatic switch, an ignition coil, a resistance in series between said battery and said co1l,'a make and break devlce, at least onespark gap, a broken connection between said dynamo and said ignition coil, a switch automatically returning into the open position adapted to complete said broken connection,

a return spring connected to said switch, a train of gears connected to said switch and a wind-vane rotated by said train of gears and opposing the return of said switch.

. In testimony whereof I have hereunto affixed my signature.

' ERIOH KLAIBER. 

